Air car directional control system



June 15, 1965 P. E. BEAM, JR

AIR CAR DIRECTIONAL CONTROL SYSTEM Filed April 6. 1961 United States Patent O 3 139 112 Ain can nmacrlNAr. CoNrnoL svsrasr Paul E. Beam, Jr., Indianapolis, Ind., assigner to General Motors Corporation, Detroit, Mich., a corporation of Delaware Filed Apr. 6, 1961, Ser. No. 101,109 7 Claims. (Cl. 1311-7) This invent-ion relates to airborne machines and more particularly to non-wheeled vehicles which are supported above the ground by a downwardly ejected cushion of air provided by one or more shrouded fans mounted in the vehicle on an axis perpendicular to the ground.

The present invention is directed to airborne vehicles of the type in which an engine driven single stage axial fan is disposed concentrically within a cylindrical shroud which directs a column of air downwardly to form reaction support which maintains the vehicle in spaced relation from the ground. Such vehicles have been variously referred to as llying platforms, sky cars, reaction support vehicles, air cars, etc. In each case, the altitude at which the vehicle operates depends primarily upon the power expended. Although such vehicles are capable of maintaining sustained elevation above the ground, control of forward movement thereof and maneuverability in general presents serious problems.

An object of the present invention is to provide an improved air car.

Another object is to provide an airborne vehicle of the type described incorporating means for improving directional control and maneuverability thereof.

A further object is to provide a vehicle of the stated character in which directional control is a function of the air flow providing the supporting cushion. Another object is to provide a shrouded fan type ground effect machine inwhich a plurality of ducts cornmunicating with the fan shroud are arranged so-Vas to divert a portion of the lifting thrust in a direction opposite thereto, wherein remotely controlled means operate to vary the degree of reverse thrust produced so as to selectively induce pitch and roll.

Still a further object is to provide an arrangement of the stated character including duct closures which are coupled to a `single control member in such -a way that movement of the latter in the direotionof travel desired causes the appropriate closures to move in the manner required to obtain the indicated direction.

Yet a further object is to provide an arrangement of the stated character including additional control means for operating the closures in unison whereby the vehicle is caused to rise or descend in parallel relation with the ground.

These and other objects, advantages and features of the invention will become more fully apparent as reference is had to the accompanying specification and drawing wherein:

FIG. 1 is a schematic view of an airbo-rne machine in accordance with the invention, together with a diagrammatic arrangement of controls therefor; and

lFlG. 2 is an enlarged sectional elevational view looking in the direction of arrows 2-2 of FIG. l.

Referring now to the drawing and particularly FIG. 1, there is illustrated a reaction support type airborne vehicle in which the refe-rence numeral 2 designates the hull or superstructure of the vehicle. Hull 2 has disposed therein `a pair of longitudinally spaced vertically directed cylindrical shrouds 4 and 6 through which air is forced downwardly by means of single stage axial fans 8 and l@ mounted on vertical axes concentric with the shrouds. Shrouds 4 and 6 discharge columns of air beneath the vehicle, the thrust of which supports the latter some dis- "ice tance above the ground 12. The clearance between the vehicle and the ground will, of course, depend upon the amount of power expended by fans 8 and 1t). A ln order to accomplish directional control and propulsion of this type of vehicle, it has already been suggested to utilize vanes,rilaps or other ow obstructing devices which may be introduced into the path of the air discharging radially through the gap between the ground and the perimeter of the vehicle. `In practice, however, such devices demonstrate a tendency to produce an initial force component which pushes the vehicle momentarily in a direction opposite to that which it is desired that the vehicle proceed. Because of this initial reverse direction reaction characteristic, maneuvering in and around obstacles becomes a very critical problem in control.

According to one Ifeature of the present invention, directional control and movement of the vehicle is obstained by inducing momentary or sustained pitch or roll inclination of the vehicle in a manner which causes the vehicle to respond immediately in the desired direction without the initial opposite force component. In the embodiment shown, three radiating ducts 14, 16, 18 and 20, 22, and 2d, respectively, extend between shrouds 4 and 6 and the vehicle side walls 26, 28, 3i! and 32. Each of the ducts 14, 16, 18, 2d, 22, and 24 are tubular in form and curved in side elevation (FIG. 2) to form semi-circular passages which cause a portion of air directed downwardly through shrouds 4 and 6 to be re-directed upwardly and discharged .through the outboard mouths 34, 36, 3S, 4d, 42, and

i4 thereof. To control the volume of air so directed, spring biased door type closures 46, d8, 50, 52, 54 and 'S6 are mounted over the inboard mouths 53, 6d, 62, 64, 65, and 63 of the ducts. Closures 46, 4S, 50, 52, 54, and 56 are hingedly attached to the walls of shrouds 4 and 6 in the manner shown in FIG. 2 and are biased to open position by coil springs 69. For normal operation, these doors are maintained, in a manner shortly to be describe-d, in predetermined partially open positions of equal amount, to provide uniform reverse thrust which causes the vehicle to `descend to a clearance level -relative to the ground 12 somewhat less than that which would exist if all of the closures were in the fully closed position. It will be apparent, of course, that by varying the posi-tion of the closures in unison, the vehicle may be caused to descend or rise within a limited range.

Assume now that the vehicle is operating with each of the closures in the predetermined partially open position, in which a moderate amount of reverse thrust is produced at each of the six discharge openings. Under such circumstances, if the closure 46 is opened further simultaneously with closing of door 52, reverse thrust at the forward end of the vehicle is increased, while reverse thrust at the rearward end is decreased, thereby causing the vehicle to pitch about its transverse axis thereto (ie. the front end of the vehicle descends while the rear end lifts) in which attitude the vehicle tends to progress in the forward direction. Reversing the relation of opening and closing of doors 46 and 52 naturally induces reverse pitch .inclination and causes the vehicle to proceed rearwardly. Similarly, if doors 46 and 52 are maintained in uniform predetermined open positions, while doors 48 and 54 are opened further simultaneously with closing of doors 50 and 56, there will be induced a roll motion about the axis longitudinal of the vehicle which will cause the latter to proceed to the right. This roll motion will, of course, occur in the opposite direction by reversal of the operation just described, thus causing the vehicle to move toward the left.

Of particular importance is the fact that the described pitch and roll control is brought into operation immediately upon movement of the closure. doors in the directions indicated without producing an initial force component opposite to that in which it is desired to move the vehicle. This absence of initial recoil significantly reduces difficulty in controlling movements of the vehicle due to the instantaneous response and freedom from momentary reversal.

According to another feature of the invention, a two lever control system is provided for effecting directional control and elevation of the vehicle. In the embodiment shown, a vertically extending lever 70 controls forward, rearward, right and left movement of the vehicle, while a horizontally extending lever 72 controls variation in elevation within the limited range previously referred to. Lever 70 is connected near its lower end to hull 2 by a universal swivel mount 74. At its lower end 76, lever 70 is connected to one end of each of a plurality of cables 78, 88, 82 and 84. Cables 78 and 80, respectively, track over a series of pulleys 86, 88, 90, 92, 94, 96, 98, 100 and 102, 104, 106, 108, 110, 112, 114, and 116 and have their opposite ends connected to doors 46 and 52, respectively. Cables 82 and 84 in turn track over a series of pulleys 118, 120, 122, 124, 126, 128, 130, 132, 134-, 136 and 138, 140, 142, 144, 146, 148, 150, 152, 154, 156 and have their opposite ends connected jointly to doors 4S, 54 and 50, 56, respectively.

As seen best in FIG. 1, the portions of cables 78 and 80 adjacent the lower end 76 of lever 70 are longitudinally aligned so as to be movable by fore and aft motion of the upper end of the lever, while the portions of cables S2 and 84 adjacent the lower end 76 are transversely aligned so as to be movable by sidewise rocking movement of the lever. Thus, when the lever is moved forwardly, cable 80 is pulled in a direction causing door 52 to close, while cable 78 is slackened allowing door 46 to open under the influence of the spring 69. Rearward movement of lever 70 reverses the direction of cable movement and opens door 52 while door 46 is closing. Movement of lever 70 toward the left pulls cable 82 in a direction causing doors 48 and 54 to move toward the closed position, while cable 84 is allowed to slacken permitting doors 50 and' 56 to move toward the open position under the influence of spring biasing means similar to 69. Movement of the lever toward the right reverses the direction of movement of cables 82 and 84 and closes doors 50, 56, while doors 48, 54 are opening.

Elevation lever 72 is pivotally connected at one end 158 to hull 2 and intermediate its end is formed with a yoke 160 on which pulleys 90, 110, 126 and 146 are mounted on a common shaft 162. Since the yoke mounted pulleys move in concert with up and down movement of lever 72, it will be apparent that the effective length of all of the cables between lower end 76 of lever 70 and the various doors will vary according to the vertical displacement of lever 72. Therefore, as the lever is moved upwardly, each of the six control doors move uniformly toward the closed position while downward movement of the lever allows each of the six control doors to move toward the full open position. Since the fully close position of the control doors eliminates all reverse thrust, it will be evident that the vehicle will rise to its maximum height when the lever is in the full up position, while movement thereof to the full down position will permit the reverse thrust to reach its maximum and cause the vehicle to descend to the lowest level within the predetermined range, Inasmuch as the elevation of the vehicle can be changed by power input change, the necessity for variation in elevation of the vehicle by alteration of reverse thrust occurs relatively infrequently. Hence, actual maneuvering of the vehicle is accomplished essentially by manipulation of the single control lever 70 only. Since direction of movement of this lever is coordinated with the direction in which the vehicle will be caused to proceed, it will be evident that maneuvering of the vehicle may be accomplished by persons having little experience or skill.

In connection with the quadrant type connection of that fore and aft movement of the lever not only produces the differential operation of cables 78 and 80, previously described, but also induces moderate simultaneous tensioning of both cables 82 and 84. Similarly, transverse movement of the lever 70 produces differential operation of cables 82 and 84 and also induces moderate simultaneous tensioning of both cables 78 and 8). This ancillary action causes a slight uniform decrease in reverse thrust acting on the vehicle and thereby compensates to some extent for the reduced clearance at one end of the vehicle resulting from the inclined position induced by the differentially acting closures.

While but one embodiment of the invention has been shown and described, it will be apparent that other changes and modifications may be made therein. It is, therefore, to be understood that it is not intended to limit the invention to the embodiment shown, but only by the scope of the claims which follow.

I claim:

1. An airborne vehicle comprising, a generally box-like hull, a pair of horizontally spaced cylindrical shrouds formed in said hull and extending vertically therethrough, means for directing air downwardly through said shrouds, three radially extending ducts formed in said hull adjacent each shroud, the inner ends of said ducts opening into the space defined by said shrouds and the outer ends thereof opening through the side walls of said hull, said ducts being curved in side elevation so that air moving outwardly therethrough is ejected in opposition to the direction of air flow through said shrouds, hinged closures mounted in said shrouds adjacent the inner ends of said ducts, means biasing said closures to open positions which intercept and direct air from said shrouds into said ducts, and means for selectively adjusting said closures to vary the flow of air through said ducts, whereby said vehicle is caused to assume and maintain pitch and roll attitudes which causes the suporting air to produce a horizontal thrust component tending to propel the vehicle.

2. An airborne vehicle comprising, a generally box-like hull, a pair of horizontally spaced cylindrical shrouds formed in said hull and extending vertically therethrough, means for directing air downwardly through said shrouds, three radially extending ducts formed in said hull adjacent each shroud, the inner ends of said ducts opening into the space defined by said shrouds and the outer ends thereof opening through the side walls of said hull, said ducts being curved in side elevation so that air moving outwardly therethrough is ejected in opposition to the direction of air flow through said shrouds, one of each of said three radially extending ducts prejecting longitudinally of the hull and the other two of each of said three ducts projecting transversely of the hull, hinged closures mounted in said shrouds adjacents the inner ends of said ducts, means biasing said closures to open positions which intercept and direct air from said shrouds into said ducts, and means for selectively adjusting said closures to vary the flow of air through said ducts, whereby said vehicle is caused to assume and maintain pitch and roll attitudes which causes the supporting air to produce a horizontal thrust component tending to propel the vehicle.

3. The structure set forth in claim 2 wherein said closure adjusting means comprises four main cables actuated by a vertically extending lever universally mounted intermediate the length thereof on said hull, the lower end of said lever being positively connected to one end of each of said cables, and a plurality of cable guides arranged so that fore and aft movement of said lever induces concurrent opposite movement of two of said cables while side to side movement of Vsaid lever induces movement of the other two of said cables.

4. The structure set forth in claim 3 wherein the ends of the cables adjacent said lever are oriented in a quadrant pattern whereby opposite concurrent movement of each of said pairs of cables is accompanied by slight similar concurrent movement of the other pair of cables.

5. The structure set fourth in claim 3 wherein the length of each the four main cables are adjusted so that the `closures are normally restrained in an approximately half open position when said lever is in the neutral position.

6. The structure set forth in claim 5 including a four gang idler pulley engaging said cables and a second lever operative to displace said gang pulley through a range which permits the normal restrained positions of said closures to be simultaneously varied between fully opened and fully closed.

7. The structure set forth in claim 3 wherein the other ends of one pair of cables are connected to the closures associated with the longitudinally extending ducts and the other ends of the other pair of cables are connected jointly to the closure associated with the transversely extend ducts. f

6 References Cited by the Examiner UNITED STATES PATENTS 11/30 Delo 244-23 X 3/31 Chalmers 180-77 X 6/58 Wibault 180-7 10/ 60 Hulbert 180-1 1/61 Trojahn 180-1 7/ 62 Freeland 180-7 8/62 Crim 180-7 FOREIGN PATENTS 12/60 France.

5 MILTON BUCHLER, Primary Examiner.

PHlLIP ARNOLD, A. HARRY LEVY, Examiners.

UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No. 3,189,112 June 15, 1965 Paul E. Beam, Jr.

It is hereby certified that error appears in the above numbered patent requiring correction and that the said Letters Patent should read as corrected below.

Column 2, line 17, for "obstained" read obtained column 3, line 58., for "close" read closed column 4, line 51, for "prefjecting" read projecting line 54, for "adjacents" read adjacent column S, line 2, for "fourth" read forth line 16, for "closure associated with the transversely extend" read closures associated with the transversely extending Signed and sealed this 16th day of November 1965.

(SEAL) Attest:

ERNEST W. SWIDER EDWARD J. BRENNER Attesting Officer Commissioner of Patents 

1. AN AIRBORNE VEHICLE COMPRISING, A GENERALLY BOX-LIKE HULL, A PAIR OF HORIZONTALLY SPACED CYLINDRICAL SHROUDS FORMED IN SAID HULL AND EXTENDING VERTICALLY THERETHROUGH, MEANS FOR DIRECTING AIR DOWNWARDLY THROUGH SAID SHROUDS, THREE RADIALLY EXTENDING DUCTS FORMED IN SAID HULL ADJACENT EACH SHROUD, THE INNER ENDS OF SAID DUCTS OPENING INTO THE SPACE DEFINED BY SAID SHROUDS AND THE OUTER ENDS THEREOF OPENING THROUGH THE SIDE WALLS OF SAID HULL, SAID DUCTS BEING CURVED IN SAID ELEVATION SO THAT AIR MOVING OUTWARDLY THERETHROUGH IS EJECTED IN OPPOSITION TO THE DIRECTION OF AIR FLOW THROUGH SAID SHROUDS, HINGED CLOSURES MOUNTED IN SAID SHROUDS ADJACENT THE INNER ENDS OF SAID DUCTS, MEANS BIASING SAID CLOSURES TO OPEN POSITIONS WHICH INTERCEPT AND DIRECT AIR FROM SAID SHROUDS INTO SAID DUCTS, AND MEANS FOR SELECTIVELY ADJUSTING SAID CLOSURES TO VARY THE FLOW OF AIR THROUGH SAID DUCTS, WHEREBY SAID VEHICLE IS CAUSED TO ASSUME AND MAINTAIN PITCH AND ROLL ATTITUDES WHICH CAUSES THE SUPPORTING AIR TO PRODUCE A HORIZONTAL THRUST COMPONENT TENDING TO PROPEL THE VEHICLE. 